Transmission



W. G. BAULE June 1, 1954 TRANSMISSION Filed Oct. 2, 1951 67 70 pfvskf Forum Mer-'ner G. 'aule Patented June l, 1954 TRANSMISSION Werner G. Baule, Detroit, Mich., assignor to Borg- Warner Corporation,

oi' Illinois Chicago, Ill., a corporation Application October 2, 1951, Serial No. 249,335

( Cl. 'i4-645) 8 Claims.

My invention relates to transmissions for automotive vehicles having hydrodynamic torque transmitting devices therein which transmit torque at engine idling speeds as well as at greater speeds of the vehicle engine, and more particularly my invention relates to braking means for counteracting the tendency of the vehicle to creep or move slowly due to the torque transmitted through the hydrodynamic device at engine idling speeds.

Automotive vehicles are quite usually equipped with transmissions including such hydrodynamic coupling devices, which may take the form of hydraulic torque converters, the speed and torque output of which is dependent on the speed and torque applied to the coupling device from the engine of the vehicle. A power train including such a hydrodynamic device may be maintained completed through the transmission for all forward driving; however, it has been found that the torque transmitted by the hydrodynamic device with the engine idling, under some conditions, such as when the lubricated parts of the vehicle are warm and therefore move easily, is suilicient to cause the vehicle to move slowly, so that with ordinary installations of this character, it is necessary for the vehicle operator to keep the vehicle wheel brakes applied for preventing creeping of the vehicle due to the torque transmitted through the hydrodynamic device under engine idling conditions.

It is an object of the present invention to provide an improved system which overcomes the tendency of the vehicle to creep under engine idling conditions and prevents any torque being applied to the output shaft of the transmission at engine idling speeds. Automotive transmissions commonly include planetary gearing and brakes for elements of the planetary gearing for completing various power trains through the transmission, and it is a further object of the invention to provide mechanism cooperating with these brakes for preventing torque output through the driven shaft of the transmission under engine idling conditions.

Such transmissions may comprise a brake cooperating with planetary gearing to provide a forward drive through the transmission when the brake is engaged and a brake cooperating with planetary gearing for providing a reverse drive through the transmission when the latter brake is engaged, and it is an object to provide a system which automatically engages both of the brakes for thereby preventing torque application from the hydrodynamic device to the output shaft of the transmission, such application of the brakes being made automatically under the control of a vehicle speed responsive means and of the vehicle accelerator so that this application of both brakes is obtained only when the vehicle is traveling below a predetermined speed and the accelerator is in a closed throttle position.

The invention consists of the novel constructions, arrangements and devices to be hereinafter described and claimed for carrying out the above stated objects and such other objects as will appear from the following description of a preferred embodiment of the invention, illustrated with reference to the accompanying drawings, wherein:

Fig. l is a schematic illustration of a transmission and a controlling system for the transmission embodying the principles of the invention; and

Figs. 2, 3 and 4 are sectional views taken respectively on lines 2 2, 3-3 and 4-4 in Fig. 1.

This invention constitutes an improvement on the vehicle braking system disclosed in an application by John B. Polomski, S. N. 230,489, filed June 8, 1951, which illustrates similar vehicle transmission mechanism.

Like characters of reference designate like parts in the several views.

Referring now to the drawings, the transmission illustrated comprises a drive shaft I0 and a driven shaft II. The drive shaft I0 is adapted to be driven by the engine I2 of the vehicle in which the transmission is installed, and the driven shaft I I is adapted to drive the rear road wheels I3 of the vehicle through any suitable drive connections.

The transmission comprises in general a hydraulic torque converter I4, a planetary gear set I5, a second planetary gear set I6, a forward drive brake I'I, a low speed lookup brake I8, a reverse brake I5, a high speed forward drive clutch 20 and an intermediate speed clutch 2|.

The hydraulic torque converter I4 comprises a bladed impeller 22, a bladed runner or driven element 23 and a bladed stator or reaction element 24. The impeller is connected to be driven from the drive shaft I0. The stator 24 is connected to a one-way brake 25 which is effective for holding the stator 24 against rotation in the reverse direction, that is, in the direction of rotation opposite to that of the drive shaft I0. The brake 25 may be of any suitable construction and may, for example, comprise tiltable sprags 26 disposed between and engageable with inner and outer cylindrical raceways 21 and 2B as shown in Fig. 2.

The planetary gear set I5 comprises a ring gear 29, a sun gear 39, a plurality of planet gears 3l in mesh with the sun and ring gears and a planet gear carrier 32 for the planet gears 3i. The second planetary gear set I9 comprises a ring gear 33, a sun gear 34. a plurality of planet gears 35 in mesh with the sun and ring gears and a planet gear carrier 39. The ring gear 29 of the first planetary gear set is connected to be driven by the runner 23 of the torque converter I4, and the planet gear carrier 32 of this gear set is connected with the ring gear 33 of the second planetary gear set I3. The planet gear carrier 36 of the second gear set is connected with the driven shaft II.

The friction brake I1 comprises a brake band 31 engageable with a drum 38, and the brake I1 is effective through a one-way brake 39 for braking the sun gear 34 and is effective through a second one-way brake 49 as well as the first one-way brake 39 disposed in series with the brake 49 for braking the sun gear 39. The oneway brakes 39 and 49 may be of any suitable well-known construction and may be of the sprag type similar to the brake 25. The one-way brake 39 comprises sprags 4I engageable with inner and outer cylindrical surfaces 42 and 43, and the brake 49 comprises sprags 44 engageable between inner and outer cylindrical races 45 and 46. Looking in the same direction at the brakes 39 and 49, the sprags of the two brakes are disposed in opposite directions between the inner and outer races as is apparent from Figs. 3 and 4.

The brake I8 comprises a brake band 41 engageable on a brake drum 48 for augmenting the braking action of the one-way brakes 39 and 49 and the friction brake I1 on the sun gear 39. 'The friction clutch 2I comprises discs 49 rotatable with the planet gear carrier 32, discs 59 rotatable with the sun gear 39, opposite pressure plates 5I and 52, and a fluid pressure actuated piston 53 for moving the plate 52 toward the plate 5I to frictionally engage the two sets of friction discs with each other for engaging the clutch 2 I.

The reverse brake I9 comprises a brake band 54 engageable with a brake drum 55 connected with the carrier 32 of the planetary gear set I5 and with the ring gear 33 of the planetary gear set I9. The clutch 29 comprises a clutch disc 56 connected with the driven shaft II and an axially movable pressure plane 51 having a fluid pressure actuated piston portion 58 and an axially stationary pressure plate 59 both rotatable with the drive shaft I9 and between which the disc 59 is engaged.

Each of the brakes I1, I8 and I9 is engaged by a fluid pressure actuated servomotor, the brakes I1, I8 and I9 being respectively engaged by servomotor 69, 3i and 92. The servomotor 69 comprises a uid pressure actuated piston 63 for engaging the brake band 31 on the drum 39; the servomotor SI comprises fluid pressure actuated pistons 64 and 55 for engaging the brake band 41 on the drum 48; and the servomotor B2 comprises pistons 6B and 61 for engaging the brake band 54 on the drum 55. Return springs 68, 69 and 19 are provided in the motors 59, 6I and 62 respectively for disengaging the bands from the drums.

In operation, the transmission provides low, intermediate and direct forward speed drives and a drive in reverse. The transmission, when the clutches 29 and 2| and the brakes I1, I8 and I9 are all disengaged, is in a neutral condition,

and the shaft II is not driven from the shaft i9 when the latter is rotated by the engine I2. The low speed forward drive may be completed by engaging the brakes I1 and I8. The sun gear 34 is braked by means of the friction brake I1 and the one-way brake 39 from rotation, and the sun gear 39 is braked by the friction brake I8 and the one-way brake 49 from the sun gear 34. The runner 23 in the torque converter I4 is driven through the medium of the fluid in the torque converter from the impeller 22 and the drive shaft I9, and the runner 23 drives the ring gear 29 of the gear set I5. The sun gear 39 of this gear set is braked to be stationary. as has just been described, and the planet gears 3I planetate between the sun gear 39 and ring gear 29 to drive the carrier 32 at a reduced speed and increased torque in the forward direction. The ring gear 33 of the second planetary gear set I9 is connected with the carrier 32 and is driven thereby. The sun gear 34 of the gear set I6 is braked to be stationary, as has just been described, and the planet gears 35 of this gear set planetate between the ring gear 33 and the sun gear 34 and drive the planet gear carrier 39, which is connected with the driven shaft II, at a further reduced speed and increased torque in the forward direction. The driven shaft II is thus driven at an increased torque with respect to that impressed on the drive shaft I9, an increase in torque taking place in each of the hydraulic torque converter I4, the planetary gear set I5 and the planetary gear set I9.

intermediate speed forward drive through the transmission is completed by disengaging the brake I8 and engaging the clutch 2 I. The clutch 2l connects together the planet gear carrier 32 and the sun gear 39 of the planetary gear set I5 thereby locking up the gear set and causing all of its elements to rotate together as a unit. The ring gear 33 of the second planetary gear set I6 is thereby driven from the runner 23 at the same speed as the runner, and the speed of the driven shaft II is thereby increased with respect to its speed in low speed forward drive.

Direct drive through the transmission is cornpleted by engaging the clutch 29 which directly connects together the drive shaft I9 with the driven shaft II. Both the clutch il and the brake I1 may be allowed to remain in engaged condition for this drive.

Reverse drive is completed through the tra mission by engaging the reverse orare I9. r brake I9 functions to hold stationary the planet gear carrier 32 01E the gear set I5 and the ring gear 33 of the gear set IB Conner "fil with tlie carrier 32. The ring gear 29 is driven as in the forward drives through the hydraulic torque converter I4 from the drive shaft I9. and Ine sun gear 39 is driven at a reduced in t r" rev-n.: e direction through the intermediary of the planet gear pinions 3I held against planetary rotation about the centers of the shafts I9 and Ii by the brake I9. The sun gear 39 drives the sun gear 34 of the planetary gear set i6 through the oneway brake 49 which now functions as a clutch. The ring gear 33 of the gear set I9 being held stationary by the reverse brake I9 functions as the reaction element of the gear set i9 to cause a drive of the planet gear carrier 36 and thereby the driven shaft II in the reverse direction at a speed which is reduced below the speed of the sun gear 39 due to the action of the planet gear pinions 35 rotating within the ring gear 33.

The control mechanism for the transmission comprises in general a pump 80 driven by the drive shaft of the transmission, a pump 8| driven by the driven shaft of the transmission, a manual selector valve 92. a direct drive shift valve 93, a front pump relief valve 84. and a rear pump relief valve 85.

The drive shaft pump 80 comprises an inner gear 80 driven through the intermediary of the impeller 22 of the torque converter |4 from the drive shaft |0 and an outer gear 81 eccentrieally located with respect to the inner gear 00 and in mesh with the latter gear. A crescent shaped casing portion 88 separates the gears 80 and 01, as shown. The pump 80 is connected with an inlet conduit 89 and thereby with a fluid sump 90, and the pump is also connected with an outlet conduit 9|. The pump is of-a well-known construction and operates as is well understood to pump fluid from the conduit 89 to the conduit 9| when the inner gear 86 is rotated in a clockwise direction as situated in the drawings and the outer gear 81 rotates in the same direction due to its meshing engagement with the gear 86, the pumping action being due to the fluid carried by the gears 86 and 81 across the inner and outer faces of the crescent shaped casing portion 08.

The driven shaft pump 8| comprises a gear 92 driven by the driven shaft in mesh with a gear 93. The pump 8| is connected with an inlet conduit 94 which is connected to draw fluid out of the sump 90, and the pump is connected with an outlet conduit 95. The pump 8| also is of well-known construction and operation, carrying iiuid between its gear teeth to provide its pumping action.

The outlet conduit 9| of the drive shaft pump 80 is connected with the rear pump relief valve 85, as shown. The valve 85 comprises a piston 90 slidably disposed in a casing portion 91. The piston 90 has lands 90 and 99 and a groove |00 between the lands. The casing portion 91 is provided with a port |0I, two connected ports |02. a port |03 and a port |04, as shown, and it has connected cavities and |06 of respectively larger and smaller diameters in which the lands 98 and 99 are respectively slidable. A compression spring |01 is provided between the lower end of the piston 90 and the lower end of the cavity |05.

A regulated fluid pressure supply conduit |08 is connected by means of a branch conduit |09 with the ports |02 and the outlet conduit 9| for the pump 80. A check valve ||0 comprising a ball adapted to rest on a seat ||2 is provided in the conduit |09 for allowing fluid to iiow through the conduit in only one direction. The ports |0| and |03 of the valve 85 are bleed ports adapted to freely discharge fluid into the sump 90.

The front pump relief valve 84 is connected with the conduit |09, as shown, and comprises a piston ||3 slidably disposed in a casing portion ||4. The valve piston I3 comprises lands ||5 and ||0 and a groove ||1 between the lands. The casing portion 4 has ports ||8 and ||9 as shown, the port ||9 being a bleed port for freely discharging iiuid into the sump 90. The casing portion ||4 has cavities |20 and |2| of respectively smaller and larger diameters in which the lands l5 and l0 are respectively slidable, and the cavity |2| at its upper end is connected to the conduit |09. A spring |22 is provided between the land ||6 and the upper edge of the cavity |20.

The outlet conduit 95 for the pump 8| is connected with the port |04 in the valve 85 by means of a branch conduit |23, and this conduit 95 is also connected with the regulated pressure conduit |08 by means of the branch conduit |23. A check valve |24 is provided in the conduit |23 and comprises a ball |25 adapted to rest on a seat |25.

The regulated uid pressure conduit 08 is connected with the manual selector valve 82. The valve 82 comprises a valve piston |21 slidably disposed in a casing portion |28. The piston |21 is provided with lands |29, |30, |3| and |32 and grooves |33, |34 and |35 between the lands. The casing portion is provided with ports |36, |31, |38, |39, |40. |4|, |42 and |43. The port `|4| is a bleed port through which iiuid may freely discharge into the sump 90, and the port |31 is connected with the regulated fluid pressure conduit |08. The port |40 is connected by means of a conduit |44 with the brake servomotor 0| for applying fluid pressure at times to the pistons 04 and 05. The ports |39 and |42 are connected by means of a conduit |45 with the brake servomotor 60 for applying pressure at times to the piston 03, and the port |43 is connected by means of a conduit |40 with the brake servomotor 02 for applying pressure to the pistons 65 and 01. The port |36 is connected to the port ||8 in the front pump relief valve 84, by means of a conduit |41.

The port |38 in the selector valve 82 is connected by means of a conduit |48 with the direct drive shift valve 83. The valve 83 comprises a valve piston |49 slidably disposed in a casing portion |50. The piston |49 is provided with lands |5|, |52 and |53 and grooves |54 and |55 between the lands. The casing portion |50 is provided with ports |50, |51, |58 and |59. The port |59 is a bleed port adapted to freely discharge fluid into the sump 90; the port |50 is connected with the conduit |48; the port |51 is connected by means of a conduit |00 with the pressure piston 53 of the friction clutch 2|; and the port |58 is connected by means of a conduit |6| with the pressure plate piston portion 59 of the friction clutch 20. The piston |49 of the direct drive shift valve may be moved manually or by any suitable automatic means (not shown).

A restricted drain passage |02 is connected with the discharge conduit 95 for the driven shaft pump 8|. A check valve |03 is disposed between the restricted passage |02 and the discharge conduit 95 and comprises a ball |04 adapted to rest on a seat |65 and yieldably held thereon by means of a spring |06.

The engine |2 for the automotive vehicle is controlled in accordance with usual practice by means of an accelerator |61 which is connected with the throttle lever |08 of the engine carburetor |09.

The operation of the transmission and its controls as so far described is as follows: The transmission is conditioned for various types of operation by moving the manually operated selector valve piston |21 into any of its various pcsitions which are the N or neutral position, the D or drive range position, the L or low range position and the R or reverse drive position, all of which are indicated in the drawing. When the valve piston |21 is in its N" or neutral position, there is no drive between the shafts |0 and It is assumed that the vehicle engine I2 is in operation, and the pump which is driven through the impeller 22 from the drive shaft |0 draws uid from the sump through the con- 'E duit 89 and discharges it into the conduit 9|. It iiows between the opposite ports |02 in the valve E5 and through the conduit |09 into the regulated iiuid pressure supply conduit |08. The check valve H is opened by the duid from the pump 00 with the ball III being moved of the seat |I2 to provide communication through the conduit |09 to the conduit |08. The pressure in the conduits |09 and |00 is maintained at a predetermined maximum by means of the front pump relief valve B4. The pressure in the conduit |09 is impressed on the upper end of the valve piston ||3 and moves the valve piston H3 into substantially its illustrated port cracking position in which the land I6 allows duid from the conduit |09 to flow through the bleed port H9 and thereby to the sump 90, this movement of the valve piston I|3 into port cracking position being against the action of the spring |22. As

will be apparent, a decrease in fluid pressure in the conduit |03 will allow the piston H3 to move upwardly under the influence of the spring |22 to decrease the port cracking effect of the land IIB, and an increase in the fluid pressure in the conduit |09 functions to move the valve piston H3 farther downwardly against the action of the spring |22 to increase the port cracking effect of the land IIS, so that the net eiect of the valve 34 is to maintain the fluid in the conduits |09 and |00 at a predetermined maximum pressure. In the neutral position of the selector valve piston |21, however, the land |29 of this piston blocks the port |31 for the conduit |08, so that this fiuid pressure does not pass through the selector valve 02 to any of the brakes or clutches in the transmission for engaging them. The driven shaft I I is assumed to be stationary, and the pump 0I therefore provides no output duid pressure in its conduit 95.

Ordinary forward driving by means of the illustrated transmission is done in drive range, in which the selector valve piston |21 is in its "D position. In this position of the piston |21, driving is initially through the intermediate speed power train, and a change in speed ratio to high speed drive may be subsequently obtained by moving the direct drive shift valve piston |49 out of its illustrated position, either manually or by any suitable automatic valve shifting means lnot shown). In the D position of the selector valve piston |21, regulated pump pressure from the conduit |03 is conducted by means of the groove |33 and ports |31 and |38 to the conduit ist', and iiuid under pressure also flows through the groove |33 and port |42 to the conduit |45. The conduit |45 is connected with the servomotor et for the forward drive brake I1, and the brake i1 is thus applied by application of fluid pressure to the servo piston S3. The fluid pressure in the conduit |48 ows through the port |56 in the direct drive shift valve 83 and through the groove 50 and port |51 into the conduit |60 connected 'with the clutch piston 53 so that the clutch 2| is also engaged. Engagement of both the clutch 2i and the brake I1 completes the intermediate speed power train, and the driven shaft and the vehicle are started and are subsequently driven at increasing speeds by depressing the accelerator IB? and thereby increasing the power delivered from the engine |2.

ihe driven shaft pump 8|, as the driven shaft I i begins rotation and increases in speed, delivers fluid to its discharge conduit 95 and draws fluid from the sump 90 through its inlet conduit 94. The duid pressure in the conduit 95 is impressed on the upper end of the valve piston 96 of the rear pump relief valve B through the conduit I23 and tends to move the valve piston 96 downwardly against the action of the spring |01. When the pressure in the conduit 95 has increased sufhciently, such movement of the piston 96 takes place, so that the land 99 of the piston 90 moves out of the cavity |06 to provide a cracking or small opening between the lower edge |06a of the cavity |06 and the upper edge 99a o the land 99 to thereby provide a limited communication between the bleed port |03 and the conduit |23. The valve piston 96 regulates the pressure to a predetermined maximum in the conduits 95 and |23, similar to the regulating action of the valve piston H3 of the pressure in the conduit |09 as previously described, tending to return to its illustrated position and close the communication between the ports |03 and |04 with any decline in pressure in the conduit 95 to reduce the fluid bleed to the sump through the port |03 and tending to open farther with any increase in pressure in the conduit 95 to increase the bleed to the sump. The valve piston 33, when so moved to vent the port |04 to the port |03 and regulate the pressure in the conduit 93, connects the ports |02 and |03, with no restriction, by means of its groove |00, and any duid discharged by the pump 80 thus iiotvs freely through the bleed port |03 in the valve 85 to thereby deactivate the drive shaft pump 00 and materially reduce the amount of power required i'or driving the pump 80. Under these conditions, with the driven shaft pump 3| suppiying suhstantial fluid under pressure, the check valve is opened by the fluid pressure in the conduits 95 and |23, with the ball |25 moving oi its seat |25, and the regulated pressure in the conduits |23 and |03 is supplied by the driven shaft pump 3|, exclusive of the drive shaft pump 00. Since the output conduit 9| of the drive shaft pump 00 is connected by means of the valve S5 with the bleed port |03, there is no duid under pressure in the portion of the conduit |09 between the check valve ||0 and the valve 85 tending to hold the check valve H0 open, and the check valve Iii) closes with its ball moving on to the seat H2 to prevent any of the uid in the conduit |03 drain ing through the groove |00 in the valve 85 and the bleed port |03 to the sump 90.

A change from second or intermediate speed drive to third speed drive is obtained by shifting the valve piston |49 from its illustrated position into a position connecting all three ports |56, |51 and |58. The valve piston may be so shifted either automatically or manually, as desired- In the changed position of the valve piston, the groove |54 of the piston provides communication between the conduit |48 containing reguiated duid pressure and the conduit |6| for thereby applying regulated pump pressure to the clutch pressure plate 51. The clutch 20 will thus be applied, and the transmission will be in direct drive.

Low speed drive through the transmission is obtained by moving the manual selector valve piston |21 into its L position in which the groove |33 connects the ports |31 and |42 and the groove connects the ports |39 and Idil. rhe regulated fluid pressure in the conduit |08 is supplied through the port |31, the groove |33 and the port |42 to the conduit |45 and the for ward brake servomotor 60, and the brake I1 is thus applied. The fluid pressure in the conduit |45 also passes through the port |39, the groove |35, the port and the conduit |44 to the low brake servomotor 6|, and the brake I 8 is applied by the fluid pressure on the servomotor pistons 84 and 65. With these two brakes engaged, as has been previously explained, the low speed power train through the transmission is completed. The drive shaft pump 8|| produces the fluid under pressure in the fluid supply conduit |08 for engaging the brakes I1 and I8 and keeping them engaged until the driven shaft pump 8| increases to a substantial speed, the same as when the vehicle is started and driven in intermediate speed drive.

Reverse drive through the transmission is obtained by moving the manual selector valve piston |21 into its R position. In this position, the groove |33 in the piston |21 connects the ports |31, |36 and |43. The conduit |08 containing uid pressure from the pump 80 is connected with the port |31, and fluid pressure is thus supplied to the conduits |41 and |46. For reverse drive, the fluid pressure in the conduit |08 is obtained from the drive shaft pump 80 exclusive of the driven shaft pump 8|, since the latter pump rotates in the reverse direction and does not supply fluid to its outlet conduit 95. The fluid from the pump 80 flows through the conduits 9| and |09 to the fluid pressure supply conduit |08 as in intermediate forward drive, for example, and the front pump relief valve 84 is effective for limiting the pressure in these conduits to a predetermined maximum.

The fluid pressure in the conduit |41 connected with the conduit |08 by means of the valve piston |21 is supplied to the piston groove ||1 in the valve 84 through the port I I8, and the fluid pressure in this groove is effective to augment the action of the spring |22 and tend to move the valve piston I |3 upwardly to decrease the amount of fluid flow between the upper end of the piston I I3 and the edge of the port I I9. The uid pressure in the groove II1 is effective to supply this force to the piston ||3 since the land end I |6cL is larger than the land end ||5a as shown. 'I'he effect of this force on the front pump relief valve piston I I3 is to increase the pressure in the conduit |09 and in the connected conduits to a pressure which is substantially greater than that existing in the conduit |09 and connected conduits without any such fluid pressure being supplied to the groove II1 of the piston |I3, as in intermediate forward drive, for example. The reverse brake I9 is applied by fluid pressure from the conduit 46 which is connected with the conduits |08 and |09 by means of the ports |43 and |31 and the piston groove |33, and this increased pressure is supplied to the reverse brake servornotor 62 and particularly to the pistons 66 and 61 in this servomotor for applying the reverse brake I9 with a braking force which is greater than would otherwise be obtained with the fluid pressure regulated to a lower value as is used for the forward speed drives. An engagement of the brake I9, as has been previously described, completes the reverse drive power train through the transmission, and the increased force of application on the brake I9 due to the increased fluid pressure functions to prevent slippage of the brake I9 due to the reaction on the brake which is greater than the reactions on the other brakes for the forward speed drives.

The restricted passage |02 connected with the discharge conduit 95 of the driven shaft pump 8| has the function of relieving trapped fluid in the conduit 95 after movement of the driven shaft for forward drives of the vehicle has l0 ceased. The check valve |63 will remain open with its ball |64 being off the seat |65 until the iiuid pressure in the conduit 95 has decreased to an insubstantial value after the pump 8| has ceased operation from forward rotation of the shaft II. Any fluid pressure in the conduit 95 which would tend to maintain the piston 96 of the rear pump relief valve 85 in a position relieving fluid pressure in the discharge conduit 9| of the drive shaft pump 80 is thus removed, instead of being trapped in a closed system when the vehicle is stationary.

The output torque delivered by the hydraulic torque converter I4 to the ring gear 29 of the planetary gear set I5 is dependent on the speed of the impeller 22 and the engine I2 driving the torque converter. The output torque of the converter I4 increases gradually as the speed of the engine and impeller 22 increases, and when the engine I2 is running at idling speed and either the low speed forward power train or the intermediate power train is completed, the torque transmitted by the converter I4 supplies sufficient torque to the driven shaft II so that generally the vehicle creeps or moves slowly unless it is in some way restrained. According to my invention, I provide improved mechanism for restraining the rotation of the driven shaft II when the vehicle engine I2 is idling so as to overcome this tendency of the vehicle to creep whereby the vehicle operator may maintain either the intermediate or low speed power trains completed, preliminary to starting the vehicle moving by opening the engine throttle without the necessity of braking the vehicle by means of the road wheel brakes.

The vehicle anti-creep mechanism of my invention comprises a valve connected by means of a conduit |8I with the forward drive brake conduit |45, connected by means of a conduit |82 with conduit |46 for supplying fluid pressure to the reverse brake servomotor 62, and connected by means of a conduit |83 with the discharge conduit 95 of the driven shaft pump 8|. The valve |80 comprises a valve piston |84 slidably disposed within a cylindrical cavity |85 formed within a casing portion |86. The piston |84 is formed With lands |81 and |88 having a groove |89 between the lands. The casing portion |86 is provided with ports |98, |9I, |92 and |93, and the ports |90, |9I and |92 are respectively connected with the conduits |8I, |83 and |82. The port |93 is a bleed port adapted to freely discharge fluid into the sump 90. A compression spring |94 is provided between the piston |84 and an end of the cavity |85, as shown.

The valve piston |84 is adapted to be actuated by the accelerator |61 of the vehicle, and a pin |95 may be used for this purpose. The pin |95 extends through the casing portion |85 and is slidable therein. The pin is provided with a collar |96 which prevents movement of the pin out of the cavity |85 and holds the piston |84 in its illustrated position against the action of the spring |94. The pin |95 on its outer end is adapted to be in contact with and moved by the accelerator |81.

A valve |91 is provided in the conduit |82. lI'he valve I 91 comprises a valve piston |98 which is formed with lands |99 and 200 separated by a groove 20|. The piston I 98 is slidably disposed within a cylindrical cavity 202 formed within a casing portion 203. The casing portion 293 is provided with ports 204 and 205 which are connected with the conduit |82, as shown.

The valve piston |98 is adapted to be moved along with the manual selector valve piston |21 and is connected thereto by any suitable means such as a link 296.

In operation, the reverse brake |9 is applied Whenever the valve piston |84 is in its illustrated position and the transmission is conditioned for either its intermediate or low speed forward drives in which the vehicle is generally started from rest. As has been explained, the selector valve piston |21 is in its D position in which it is illustrated, or is in its L position, and fluid pressure exists in the conduit |45, when the transmission is conditioned for these drives, and fluid pressure is applied through the conduit 18| connected with the conduit |45, the port |98, the groove |89 of the piston |84, the port |92 and the conduit |82 through the valve |91 to the reverse brake servomotor 62. The groove 20| of the piston |98 connects the ports 284 and 205 and allows fluid flow through the conduit |82 when the selector valve piston |21 is in its D or drive range position and its L" or low range position, and the lands |99 and 28D block the ports 284 and 285 and prevent nuid ow through the conduit |82 for all other positions of the selector valve piston |21. This application of fluid pressure to the reverse brake servornotor 62 causes application of the reverse brake |9, and both brakes |1 and I9, as well as brake I8 in low range drive, are thus engaged. Both forward drive and reverse power trains are thus simultaneously completed resulting in a locking up of the transmission so that the runner 23 and all of the elements of the two gear sets |5 and I6 are locked so that they cannot rotate, and the driven shaft Il is thus also locked. No power can thus be transmitted through the transmission to cause any movement of the vehicle, and the vehicle operator need not therefore resort to use of the vehicle brakes for preventing creeping movement of the vehicle.

The reverse brake I9 is disengaged when the accelerator |61 is moved in a throttle opening direction to start the vehicle in either low or intermediate speed forward drive. Such movement of the accelerator through the rod |95 moves the valve piston |84 to the left as seen in the gure against the action of the spring |94 so as to close the port |99 by means of the land |88 and connect the ports |92 and |93 by means of the piston groove |89. The servomotor 62 for the reverse brake |9 is thus drained through the conduit |82, the valve |91, the port |92, the groove |89 and the exhaust port |93, and the reverse brake is disapplied, and the forward brake |1, exclusive of the rear brake I9, remains applied, so that power is transmitted from the drive shaft |9 to the driven shaft in either of these forward drives for starting the vehicle.

The action of the driven shaft pump 8| main.- tains the valve piston |84 shifted against the action of the spring |94 for maintaining the reverse brake |9 disengaged whenever the vehicle is traveling above a predetermined low speed, such as 3 miles per hour. The port |9| is connected by means of the conduit |83 with the discharge conduit 95 for the driven shaft pump 8|, and appreciable pressure from the driven shaft pump 8| acts against the end of the piston |84 adjacent the port |9| and holds the piston |84 against the action of the spring |94 in its reverse brake disengaging position. Thus, even though the accelerator |81 is released to a, closed throttle position when the vehicle has appreciable forward motion, engagement of the rear brake I9 will not take place to cause a braking of the driven shaft and of the vehicle.

My improved vehicle anti-creep braking system advantageously causes a braking of the vehicle when the transmission of the vehicle is conditioned for a start in a forward drive, so that the hydraulic torque converter of the transmission is not then effective. The anti-creep system causes an automatic discontinuance of the braking effect when the vehicle accelerator is moved to open the vehicle engine throttle to start the vehicle, and the system is operative to prevent such braking effect on the vehicle accelerator being released when the vehicle has substantial forward motion.

I Wish it to be understood that my invention is not to be limited to the specific constructions and arrangements shown and described, except only insofar as the claims may be so limited, as it will be understood to those skilled in the art that changes may be made without departing from the principles of the invention.

I claim:

l. In transmission mechanism for an automotive vehicle having a driving engine with a throttle, the combination of a drive shaft adapted to be driven by the vehicle engine, a driven shaft, means including a hydrodynamic coupling device for providing a power train between said shafts, means for temporarily holding said driven shaft from rotation due to torque transmitted through said hydrodynamic device and power train at vehicle engine idling speeds and including means for simultaneously completing a second different power train between said shafts, said second power train completing means including actuating means dependent upon actuation of said first power train providing means, a control for the vehicle engine throttle, and means under the control of said throttle control for automatically breaking said second power train when the throttle control is moved toward an open throttle position to permit driving of said driven shaft through said first mentioned power train.

2. In transmission mechanism for an automotive vehicle having a driving engine with a throttle, the combination of a drive shaft adapted to be driven by the vehicle engine, a driven shaft, a hydrodynamic coupling device driven by said drive shaft, means for completing a power train between said hydrodynamic device and said driven shaft, means for temporarily holding said driven shaft from rotation due to torque transmitted through said hydrodynamic device and power train at vehicle engine idling speeds and including means for simultaneously completing a second different power train between said hydrodynamic device and said driven shaft, said second power train completing means including actuating means dependent upon actuation of said first power train completing means, a control for the vehicle engine throttle, and means under the control of said throttle control for automatically breaking said second power train when the throttle control is moved toward an open throttle position to permit driving of said driven shaft through said first mentioned power train.

3. In transmission mechanism for an automotive vehicle having a driving engine with a throttle, the combination of a drive shaft adapted to be driven by the vehicle engine, a

driven shaft, a hydrodynamic coupling device driven by said drive shaft, means for completing a power train between said hydrodynamic device and said driven shaft, said means including an engaging device and a fluid pressure motor effective on the engaging device, means for temporarily holding said driven shaft from rotation due to torque transmitted through said hydrodynamic device and power train at vehicle engine idling speeds and including means for simultaneously completing a second different power train between said hydrodynamic device and said driven shaft, said last named means comprisingr a second engaging device completing the second power train when engaged, a second iiuid pressure motor effective on said second engaging device, a source of fluid pressure, means including a conduit connected to said rst named motor for connecting the motor and said pressure source, a valve for connecting and disconnecting said conduit and said second motor, a control for the vehicle engine throttle, and means operatively connecting said valve and said control for actuating the valve to disengage said second engaging device to break said second power train when the throttle control is moved toward an open throttle position to permit driving of said driven shaft through said first mentioned power train.

4. In transmission mechanism for an automotive vehicle having a driving engine with a throttle, the combination of a drive shaft adapted to be driven by the vehicle engine, a driven shaft, a hydrodynamic coupling device driven by said drive shaft, means for completing a power train between said hydrodynamic device and said driven shaft, means for temporarily holding said driven shaft from rotation due to torque transmitted through said hydrodynamic device and power train at vehicle engine idling speeds and including means for simultaneously completing a second different power train between said hydrodynamic device and said driven shaft, a control for the vehicle engine throttle, means under the control of said throttle control for automatically breaking said second power train when the throttle control is moved toward an open throttle position to permit driving of said driven shaft through said first mentioned power train, and

means responsive to the speed of said driven f shaft and effective on said throttle controlled means for preventing a completion of said second power train when the driven shaft is rotating above a certain predetermined speed to prevent said drlven shaft holding means from being operative above a certain vehicle speed.

5. In transmission mechanism for an automotive vehicle having a driving engine with a throttle, the combination of a drive shaft adapted to be driven by the vehicle engine, a driven shaft, a hydrodynamic coupling device driven by said drive shaft, means for completing a power train between said hydrodynamic device and said driven shaft, means for temporarily holding said driven shaft from rotation due to torque transmitted through said hydrodynamic device and power train at vehicle engine idling speeds and including means for simultaneously completing a second different power train between said hydrodynamic device and said driven shaft, said last named means including an engaging device for completing said second power train when engaged, a fluid pressure motor for actuating said engaging device, a source of fluid pressure, and a valve for effectively connecting and disconnecting said motor and said nuid pressure source, a control for the vehicle engine throttle, means connecting said throttle control and said valve for automatically causing disengagement of said engaging device to break said second power train when the throttle control is moved toward an open throttle position to permit driving of said driven shaft through said first mentioned power train, and means responsive to the speed of said driven shaft and effective on said valve for holding said valve in its engaging device disengaging position above predetermined speeds of said driven shaft.

6. In transmission mechanism for an automotive vehicle having a driving engine with a throttle, the combination of a drive shaft adapted to be driven by the vehicle engine, a driven shaft, a hydrodynamic coupling device driven by said drive shaft, means for completing a power train between said hydrodynamic device and said driven shaft, means for temporarily holding said driven shaft from rotation due to torque transmitted through said hydrodynamic device and power train at vehicle engine idling speeds and including means for simultaneously completing a second different power train between said hydrodynamic device and said driven shaft, said last named means including an engaging device for completing said second power train when engaged, a iiuid pressure motor for actuating said engaging device, a source of fluid pressure, and a valve for effectively connecting and disconnecting said motor and said fluid pressure source, a control for the vehicle engine throttle, means connecting said throttle control and said valve for automatically causing disengagement of said engaging device to break said second power train when the throttle control is moved toward an open throttle position to permit driving of said driven shaft through said first mentioned power train, and means responsive to the speed of said driven shaft and effective on said valve for holding said valve in its engaging device disengaging position above predetermined speeds of said driven shaft, said speed responsive means including a fluid pump driven by said driven shaft and supplying fluid to said valve under pressures which increase with the speed of the driven shaft for holding the valve in its engaging device releasing position above a predetermined fluid pressure supplied from said pump.

'7. In transmission mechanism for an automotive vehicle having a driving engine with a throttle, the combination of a drive shaft adapted to be driven by the vehicle engine, a driven shaft, a hydrodynamic coupling device driven by said drive shaft, means for completing a forward drive power train between said hydrodynamic device and said driven shaft, means for temporarily holding said driven shaft from rotation due to torque transmitted through said hydrodynamic device and power train at vehicle engine idling speeds and including means for simultaneously completing a reverse drive power train between said hydrodynamic device and said driven shaft, means including a selector lever for selectively conditioning the transmission mechanism for forward drive or reverse drive and adapted for disenabling said driven shaft holding means when the selector lever is actuated to provide reverse drive, a control for the vehicle engine throttle, means under the control of said throttle control for automatically breaking said reverse power train when the throttle control is moved toward an open throttle position and when said selector lever is in forward drive position to permitl driving of said driven shaft through said rst mentioned power train, and means responsive to the forward speed of said driven shaft for maintaining said reverse drive power train broken above a predetermined .forward speed of said driven shaft.

8. ln transmission mechanism for an automotive vehicle having a driving engine with a throttle, the combination of a drive shaft adapted to be driven by the vehicle engine, a driven shaft, a hydrodynamic coupling device driven oy said drive shaft, means for completing a power train between said hydrodynamic device and said driven shaft, means for temporarily holding said driven shaft from rotation due to torque transmitted through said hydrodynamic device and power train at vehicle engine idling speeds and including means for simultaneously completing a second different power train between said shafts, said last named means comprising a friction engaging device for completing said second power train when the device is engaged, means including a selector lever for selectively conditioning the transmission mechanism for said first power train or said second power train and adapted for disenabling said driven shaft holding means when the selector lever is actuated to provide said second power train, a control for the vehicle engine throttle, means under the control of said throttle control for automatically breaking said second power train by dsengaging said engaging device when the throttle control is moved toward an open throttle position and when said selector lever is in a position for providing said rst power train to permit driving of said driven shaft through said rst mentioned power train, and means responsive to the speed ol said driven shaft and effective on said throttle controlled means for maintaining said friction engaging device disengaged until the driven shaft decreases in speed below a predetermined speed.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 1,673,863 Brown June 19, 1928 2,080,067 Stucator May 1l, 193'41 2,221,393 Carnegie Nov. i2, 194() 2,566,513 Farkas Sept. 4, 1951 OTHER. REFERENCES Automotive Industries, December 15, 1949 pages 26 to 30 inclusive, 85, 88).

Disclaimer 2,679,768.Ww-ner G. Baule, Detroit, Mich. TRANSMISSION. Patent dated une l, 1954. Disclaimer filed J' une 20, 1957, by the assignee, Borg- W mme?" U01-poration. Hereby enters this disclaimer to claims l, 2, 3, and 4 of said patent.

[Oficial Gazette July 30, 1.957 

